Steam-engine.



PATENTED FEB. 17, 1903.

J. W. LYONS.

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STEAM ENGINE.

APPLICATION FILED JULY 30, 1902.

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STEAM ENGINE.

APPLICATION FILED JULY 30, 1902.

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UNITED STATES JAMES W. LYONS, OF CHICAGO, ILLINOIS.

PATENT; OFFICE.

STEAM-ENGINE.

PEGIFICATION forming part of Letters Patent No. 720,826, dated February 17, 1903.

Application filed July 30, 1902. $erial No. 117,705. (No model.)

To to whom, it may concern:

Beit known that I, JAMES W. LYONS, a citizen of the United States,residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Steam-Engines, of which the following is a specification.

This invention pertains to improvements in steam and other fluid-pressure engines, and relates more particularly to means for controlling the initial and terminal pressures therein and as a consequence determining or controlling the range of temperatures.

It further consists in safety stop mechanism, whereby a suitable valve is wholly or partially closed and the steam is out ofi? to prevent the engine from running away in the event of any sudden loss of load.

The invention is applicable to single and compound engines, the connection being made either to the high or the low pressure cylinder, or both, as deemed expedient.

The accompanying drawings illustrate the invention in connection with a single-cylinder Corliss engine.

In the drawings, Figure 1 is a side elevation of an engine, showing my attachment applied thereto, certain portions beingshown in section; Fig. 2, a detail view of a slight modification of the mechanism shown in Fig. 1; Fig. 3, a similar elevation showing the safety stop mechanism combined with the mechanism for controlling the initial and terminal pressures; Fig. 4, a somewhat similar view showing a modified embodiment of the invention, wherein the action of the devices for controlling the initial and terminal pressures is reversed relatively to that of the preceding figures.

The primary object of my invention is, as above indicated, to control in Corliss or other types of automatic cut-off engines the initial pressure of steam or other pressure fluid, so as to prevent a lower terminal pressure than is desired. The pressure in the cylinder regulates the initial pressure on underloads, thereby effecting a desirable range of temperatures.

In the accompanying drawings, I have illustrated in Figs. 1, 2, and 3 an embodiment of the invention in which the main valve of the steam-pipe is held normally open by the action of a spring and is closed in whole or in part by the steam or other pressure fluid acting in opposition to the spring. The reversal of this arrangement is comprehended within my invention and is illustrated in Fig. 4, together with slight structural changes, which Ideem it advantageous to adopt in connection with such reversal.

Referring first to Figs. 1, 2, and 3, A indicates the cylinder of the engine,provided with the usual valves, which I control by a governor in a manner common to engines of the Corliss and liketypes and which, therefore, need not be described in further detail. B indicates the main steam-pipe leading to the steam-supply chest of the engine, and C the exhaustle ading from the exhaust-steam chest of the cylinder. A pressure-regulator is interposed in the main supply-pipe between the source of fluid-pressure supply and the supply-chest of the cylinder. In the form illustrated in said-figu res this regulator comprises a chamber F, having formed therein a pocket or second chamber G, the open upper end of which is in direct communication with the main supply-pipe and source of supply. Said pocket is provided with two openings or ports H H, arranged in diametrically opposite sides of the pocket and adapted and designed to be closed under certain conditions wholly or partially by valves I I, which in the embodiment here illustrated are mounted upon a rod or bar J. The main chamber F is formed with two cylindrical extensions K and L. Rod J under the construction shown terminates at one end within cylinder K and carries within the same a closely-fitting piston M. The opposite end of said rod, as shown, extends through the cylinder L and through a stuffing-box carried by a head N into an oil pot O or other form of dash-pot or retarding device. Rod J carries, beside the piston M, two other pistons P and Q, the piston P working in the oil-pot C and the piston Q working in the cylinder L. R indicates a spring interposed between the piston Q and the fixed head N, which spring tends to move the rod J to the left as the parts are shown in the drawings, and thus to open the valves or remove their disks from the portsor openings H and to keep open the passage for steam or other pressure fluid through the main pipe.

A pipe S connects the cylinder K with the main supply-pipe B at a point below the regulator, said pipe being provided with a valve T, which normally remains closed. A pipe a or other passage-way opens into the cylinder of the engine near each end thereof, so that steam may pass from the cylinder into said pipe or passage under certain conditions. The pipe a is provided with check-valves b and c, which open toward each other and which prevent the steam passing back into the cylinder from pipe at. Said pipe Ct is further provided with a T or lateral d, which is surmounted by a cylinder e, containing a piston f, the rod g of which extends upwardly and connects with an arm or operating-lever h of valve T. The connection between the rod and the'lever is such that the rod may be moved a limited distance without affecting or varying the position of the lever h, a slotand-pin connection being illustrated in the drawings as one common and well-known form. Above the pistonf, bearingat its lower end thereon and at itsupper end against a cylinder-head, cross-bar, or other fixed support, is a spring 'i, which tends to depress the piston for to move it in opposition to the steam or other pressure fluid entering beneath the cylinder through the T or lateral 61. Instead of the spring a weightj may be employed to insure the downward movement of the piston on proper occasion, this modification being illustrated in Fig. 2.

The operation of the mechanism thus described is as follows: Valve T stands normally closed, and the valves in the main supply-pipe are held wide open by the spring. As the piston of the engine moves back and forth steam will be admitted to the pipe a, past one or the other of the check-valves b 0, according to the direction of movement of the piston. Assuming that the piston move to the right, steam or other pressure fluid will pass check-valve b and entering the cylinder e will tend to force upward the pistonfagainst the resistance or force of spring i, which spring, as stated, tends to force down the piston and to hold valve T open. If the force or pressure upon the piston be sufficient to overcome the resistance of the spring, the piston will be elevated and acting upon the valve T will close the same wholly or partially and maintain it closed so long as the pressure of the steam or other pressure fluid is sufficient to overcome the force of the spring. So long as the terminal pressure in the engine-cylinder is sufficiently high the valve T will remain unafiected, but when the terminal pressure in the large or main cylinder of the engine drops below a desired or predetermined point spring '5 will cause the pistonf to descend, thereby opening the valve T through the connections above stated, and, as a consequence, admitting steam or other pressure fluid to the rear of the piston M, thereby causing said piston to move and to close the valves I more or less. It will thus be seen that so long as the engine is working under full load the full steam-supply will be provided; but should the engine work under a light load, which would tend to reduce the terminal pressure below a certain fixed or desired point, then the apparatus above described coming into action will control the inlet of steam, reduce the supply, and consequently regulate the initial pressure, and in this manner insure a more desirable terminal pressure.

The oil-pot is employed to prevent a too-sudden movement of the parts. Its form may vary, and any common form of dash-pot or like retarding device may obviously be used.

In order to vary the compression of the spring R as circumstances may require, the head N is formed with a long neck or collar, which is internally threaded and adapted to screw upon the correspondingly-threaded extension L.

In Fig. 3 I have shown precisely the same arrangement as in Fig. 1, but have added thereto a safety stop mechanism designed to promptly close the main steam-inlet in the event of any accident, as the slipping of a belt or the like, which without such provision would permit the engine to run away. Under this construction pipe S is carried upward in the form of an extension S, which opens into the main steam-pipe B above the regulator, a T being substituted for the elbow-coupling at the point where the pipe S branches to connect with the cylindrical extension K. Below the T, which is indicated in Fig. 3 by the character U, I provide a checkvalve V, which opens toward the T, and of course closes away therefrom. In the section S, of pipe S I provide a valve Z, having a lever or arm 70, which is connected by a rod Z with an elbow-lever m, connected with and controlled by a governor W, which in turn is connected in any convenient manner with a rotating portion of the engine. The purpose of this governor is to control the valve Z. So long as the engine isworking normally the valve Z will remain closed; but upon a sudden and excessive increase in speed the governor will open said valve and permit steam to pass from the main steam-pipe by the branch S to the cylinder K, where actingupon the piston M it will serve to close the valves I and shut off the supply of steam to the engine. The check-valve V permits the steam to pass to the T and thence to cylinder K under the normal working of the apparatus and subject to the control of valve T, but precludes the steam from passing to the engine through pipe S when valve Z is open. In this way the same apparatus is made to serve both for the control of the initial and terminal pressures in the engine and as a safety-stop or cut-01f.

In Fig. 4 I have represented a modified form of the invention, including the safety-stop. In this figure the main valves I I are reversed in position as compared with the valves I I.

(Shown in Figs. 1 and 3.) In other words, the parts areso arranged that the spring R tends normally to close the valves I I and the fluid-pressure upon the piston-K within the cylinder K tends to open said valves against the resistance or force of said'spring. In this, as in the previous construction, the T U is employed between the main body of pipe S and the upper branch S thereof, which latter opens into the steam-pipe B. This T is provided with a three-way valve or cock U, which may be manually set to connect either the branch S or the branch S with.cylinder K. Branch S is furnished with a plugvalve T, which through suitable connections with a governor WV controls the passage of steam or other pressure fluid from the pipe a to cylinder K. Pipe o, is provided with two valves Y Y, having rotatable plugs, each havingapassagediametricallythroughit. These valves are located, preferably, near the ends of pipe a, or in any event are separated from each other somewhat to permit connection of pipe S with pipe ct at a point between said valves. The plugs of valves Y are each provided with a bevel-pinion n, which meshes with and is driven by a similar pinion 0, carried by a shaft 1). The pinions 7t and o preferably hear such relation to each other thatshaftp is required to make two turns in order completely to rotate the plugs of valves Y, this relation being established for the reason that one complete rotation of the valveplngs will bring the ports or passages through their plugs twice'into alinement with the bore of pipe (1. Valves Y' Y, are so set and arranged with reference tot-heir driving-gear as to open for only a short period near the end of each stroke of the enginiej piston and to close just before compression commences. The opening of the valves will permit pressure fluid at or near the terminal of the stroke to pass from the main engine-cylinder through pipe S into cylinder K. Spring R will be so set that the lowest terminal pressure contemplated will keep the regu lator wide open. In other words, so long as the minimum terminal pressure is main-' tained inthe cylinder there will be suii'icient pressure in cylinder K to force back the piston M and unseat the valves I I, and this notwithstanding theintermitten t action of the valves and admission of steam to cylinder K.

The steam or other pressure fluid entering at frequent intervals and forcing piston K in a direction to open the valves 1 I would serve to keep them open from onestroke to another, and only in the event of the terminal pressure falling below normal and continuing thus low during several strokes would the spring R be able to move the valves to their seats, because theretardin g action of the oil-pot and retarding piston P compels the spring to act slowly and gradually. The action ofthe apparatus is as follows: In starting, the cock or valve U" will be manually set to open communication between the branch S and cylinder K in order that steam may enter said cylinder and force piston M to the right, thereby unseating the valves 1 I against the force or pressure of spring R. The valves being thus opened, steam will pass in thecnsual way to the cylinder A and the engine will go into action. The cylinder A being thus charged with steam and the valves Y open, as explained, steam or other pressure fluid will pass by one of said valves, pipe a, and pipe S to cylinder K, and, assuming the terminal pressure-to be not below the desired minimum, will be sufficient to force back the piston K and hold open the valves I I, cook or valve U having been meanwhile turned to open communication between cylinder K and pipe S and to close communication with branch S. The frequent opening of valves Y Y and renewal of pressure in cylinder K will, as already explained, serve to keep open the valves I I until the terminal pressure'in the cylinder falls below the desired minimum, whereupon spring R, overcoming theinadequate pressure in cylinder K, will move valves I to or toward their seats, provided the diminution of pressureincylinderKcontinuelongenough say, through three or four strokes. In fact, there may be a minute movement on even a single stroke with theterminal pressure below the desired minimum; but, as already explained, the action will be gradual and will be negligible or unimportant unless the pressure remain undulylow through several strokes. Valve T is normally wide open. Should any slipping of belt,disconnection of machinery,

resistance in cylinder K the valves I I would be seated and the entire supply of steam cut off from the engine.

Having thus described my invention, what I claim is- 1. In combination with a fluid-pressure engine, an inlet or supply pipe; a valve for controlling said inlet; and .a fluid-pressure mo tor in communication with the engine-cylinder subject to and actuated by the fluid-pressure within the same, and tending to operate the valve and thus to control the supply of fluid-pressure commensurately with variations in the load.

2. In combination with an engine-cylinder and piston, a steam-supply pipe leading to the cylinder; avalve in said pipe; means for normally holding said valve open; and means serving to close said valve wholly or partially when the load upon the engine is diminished below a predetermined point, substantially as described.

3. In combination with an engine-cylinder and piston, a steamsupply pipe leading thereto; a normally open valve mounted in said pipe and means for closing said valve, said means being. controlled directly by the pressure of the steam Within the engine-cylinder, substantially as described.

4. In combination with an engine-cylinder and its piston, a steam-supply pipe leading to the cylinder; a controlling-valve mounted in said steam-supply pipe; a piston for operating said valve; and means, substantially such as described, for controlling the supply of steam to the rear of the valve-actuating piston for operating the same when the engine is running under a light load.

5. In combination with a fluid-pressure engine, an inlet or supply pipe; a normally open valve controlling said inlet; and a fluidpressure motor subject to and actuated by the fluid-pressure within the engine-cylinder, and tending to seatthe valve and thus to reduce the supply of fluid-pressure proportionately to variations in the load.

' 6. In combination with an engine-cylinder and its piston, a steam-supply pipe leading to the cylinder; a normally open valve mounted in said steam-supply pipe; a piston for actuating said valve; and means, substantially such as described, for admitting steam to the rear of the valve-actuating piston for operating the same when the engine is running under a light load.

7. In combination with an engine-cylinder and its piston, a steam-supply pipe leading thereto; a normally open valve mounted in said pipe; a cylinder; 2. piston in said cylinder for actuating said valve; a connection intermediate said cylinder and the steam-supply pipe; a valve located in said connection, said valve being normally closed; and means for opening said valve, said means being controlled in its position by variation in the pressure in the engine-cylinder.

8. In combination ,with an engine-cylinder and its piston, a steam-supply pipe leading to said cylinder; anormally open valve mounted in said pipe; a piston connected to said valve; a pipe leading from the cylinder containing said piston to the steam-supply pipe;

a normally closed valve T located in said pipe, a pipe a connected to the opposite ends of the engine-cylinder; automatically-opening valves located in said pipe; acylinder connected to said pipe; apistonfmountedwithin said cylinder; a rod extending from the piston and loosely connected to an arm extending from the valve T; and means for forcing said piston f downwardly, substantially as described.

9. In combination with a fluid-pressure engine, an inlet or supply pipe; a valve controlling said inlet; afluid-pressure motorin direct communication with the engine-cylinder subject to and. actuated by the fluid-pressure within the same, and tending to operate the valve and thus to control the supply of fluid-pressure in accordance with variations in the load; a valve controlling the supply of pressure fluid to said motor; and a governor connected with said valve, substantially as described, wherebyin event of accident to the engine or driven machinery and the consequent undue speeding of the engine the supply of steam or pressure fluid to the engine is cut off.

10. In combination with a fluid-pressure engine, a pressure-regulator; a fluid-pressure motor in direct communication with the engine-cylinder for actuating the valves of said pressure-regulator and thereby controlling the delivery of pressure fluid to the engine; a valve controlling the supply of pressure fluid to said motor; and a governor connected with the last-mentioned valve and serving in the event of racing or undue speeding of the engine to actuate said last-mentioned valve and thereby so to control the fluid-pressure motor as to cause the pressure fluid to be shut ofi from the engine.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

JAMES W. LYONS.

Witnesses:

ALBERT O. BECKER, ALBERT A. GUNNARSON. 

